Car-brake



B. CADE.

GAR BRAKE.

(No Model.)

Patented N0v.15,1881.

No. @19,58%l

WITNESSES da/ I ATTORNEYS.

N, PETERa vnm-uenugmpmr. washing. u. c.

j .i ,UNITED STATES PATENT OFFICE.

BAYLUS CADE, OF ALDERSON, WEST VIRGINIA.

CAR-BRAKE.

' SPECIFICATION forming part of Letters Patent Nov. 249,584, datedNovember 15, 1881.

` Appnoanonnlea May 16,1861. (No model.)

To all whom t may concern:

Be it known that I, BAYLUs CADE, of Alderson, in the county of Monroe and State,A of West Virginia, have invented a new and Improved Car-Brake; and I do hereby declare that the following is a full, clear, and exact description of the same. y

The object of my invention is to provide an improved `system of brakes for railway-cars.

The invention is more particularly an iinprovement in that class or system of brakes which are operated from the locomotive, so that the several cars of a train maybe braked simultaneously. I apply a lever to each drawhead or buffer of a car in such manner that when thrown out of its normal position it will act on other levers connected with the brakes proper, and thereby operate the latter. The lever attached to the front draw-head of a car is operated by a corresponding lever on the contiguous ear or the locomotive-tender, and the lever attached tothe rear draw-head acts upon a lever similarly applied to the next rear "car, and so on through a train of any number of cars. The rst lever of the system is therefore that applied to the locomotive-tender, and it may be worked manually by the engineer or by means of steam-power applied through any suitable apparatus on the locomotive. I also provide each car with a hand-brake mechanism, which is so connected with the aforesaid system of levers that a brakeman on any car of the train may apply all the brakes simultaneously.

In accompanying drawings, forming part of this specification, Figure 1 is a'plan view (portions being broken away) of .the base-frame and trucks of a railroad-car provided with my improved braking apparatus. Fig. 2 is an inverted plan of a portion of the frame with a truck attached Fig. 3 is a longitudinal section.

The three main levers oi' the system as applied to each car are indicated by letters A A B. rEhe main or longer lever B is pivoted centrally and horizontally to the middle of the `bed-frame of the car, while the levers A A' are pivoted to the draw-heads G C', respectively. Said levers A A' are right angular in form, their heads or short arms a Vbeing pivoted vertically to and beneath the drawheads C O `tion of the brakes to the truck-wheels.

body ot' the car and connecting with the ends ot the main lever by means of slot c and pin d, as shown. The several levers are held nor-4 mall y in the position shown in full lines, Fig.' l, by means of a spring, D, acting on the centrai one, B-that is to say, the lever B is nearly aligned with the longer arms of levers A and longitudinal axis of the car. The connection of this main system of levers with the brake-beams E is established by mechanism to be now described.

An arm, F, extends laterally from the main lever B at a point near its fulcrum. A rod, H, connects such arm with a lever, I, that is pivoted to the bed-frame of the carat a point near the truck. A second lever, K, is pivoted to the middle of one ot' the brake-beams E, and its shorter arm is connected with the other l parallel brake-beam by means of a push-rod, M.

The operation of the brake system is as l'ollows: It' a car be coupled to the locomotivetender, the face of one of its draw/heads and the broad arm or head a of the lever A, attached to such draw-head, will be respectively in contact with the draw-head .fr and lever x of the tender, as shown inA Fig. 1. It is obvious that it' the lever ot' the tender draw-head be moved to the left, as shown in dotted lines, its shorter arm or broad head, acting on the corresponding portion of the leverA of the car draw-head, will throw the last-named lever in the opposite direction, and thereby shift the main lever B into a diagonal position, and the lever A at the other end of the car will be thrown to the right, and thus caused to act on the similar lever of the next rear ear, and so on through the Whole train; When the main lever B is thus shifted its arm F, moving in the arc ot' a circle, exerts traction through rod H on the levers I K, andv thereby forces the brake-beams E apart and causes the. applicabrief, the shifting of position of any lever of the main series AA. B will occasion the application of the brakes of all the following cars of a train.

The brake maybe operated by a brakeman to producey the same eiect by means of achain or rope, O, which connects the lever B with roo the winding-post of the bralre-wheel,as shown in Fig. 1.

It will be perceived that the slot-connection ofthe lever B With levers A A not only allows the lateral movement of the same, as above described, but also permits the requisite reciprocatin g movement of the levers A along with the draw-heads, which movement is incident to the compression and expansion of the spring due to variation in force applied for traction or in the braking operation, or'when tWo cars come together with suicient force to overcome the tension of the spring. i i l The lever on the tender may be operated in various Ways or by various means,lbut in any case it will be under the control ofthe engineer.

What I claim isl. The combination,witl1 adraw-head,ot' the car, the levers A A, pivoted thereto, the main lever B, that connects them, the rods, levers, and brake-beams, as shown and described.

3. The combination, with the sliding draw` heads and springs applied thereto, of pivoted levers A, A', and B, having a slot-and-pin connection, as and for the purpose specified.

BAYLUs CADE.

Witnesses:

AMos W. HART, SoLoN C. KEMoN. 

